Engine



' 1,643,158 Sept. 20, 1927. G;- GEDDIS.

ENGINE Filecr Nov. 8, 1922 4 Sheets-Sheet l G. GEDDIS Sept. 20, 1927.

ENGINE Filed Nov. 8, 92 4 Sheets-Sheet 2 Sept. 20, 1927.

G GEDDIS ENGINE Filed Nov. 8. 1922 4 Sheets-Sheet 4 ia z and' Patented Sept 20, 1927.

new so STA T I GE em-23s,. or e e s memes;

ENGINE;

Application: filed November 8, 1922. Serial Nm 599,t"55.v

My invention relates J to engines and the obyect of my invention is to provide'an engine: having novel and improved structural -'features--and highefiiciency 0pera-= tion.

videan-engine which is capable of numerous andVariedapplications in which theworking conditions are WlClGlY varied:

In 3 the attached drawings Figure '1, illustrates in side elevation anengine made inaccordan'ce with my inven tion;' i Fig. 2, is an end elevation; Fig. 3; is a section through the engine taken on the line 3-:3, Fig. 2; I Fig: 4, is a section on theline 4t, Fig. 1,

Fig, 5, is a horizontal section of the engine on the line-5+5,Fig-. 2; illustrating the dc tailsofthe' valvemechanism. 8

With reference tothedrawings, my engine comprises in'one-form a motor casing 1 7 best; illustrated. inliig.

which in the present instance is connected by I arms 2 with-a pump casing 3, thecasings 1 and 3' being supported "respectively on pedestals Land 5 constituting-in the present instance ai part of the casings. The arms 2, 2, in the present instance are secured at oppositeends to the-casing 1 a'nd'the casing-3 by 'means'of bolts or studsQ.

Vithieference to Figs. 2-, '3, tand 5, of thedrawings;themotor casing -1 comprises a cylindercast-ing 45, ineluding' a. main cylinder46,fand at the-top thereof two valve chambers or cylinders {t7 and 4L8, the axes of allithe 'cylindersin the present instance being paralleLthe cylinders 47 and 48 being in, the same horizontal plane and the main cylinder gtfil directly underlying the cylinders and 48, The niain cylinder .46 is closed at its opposite ends by. cylinder heads 49 and 5 0 while the opposite endsof e'achof the cylinders 47, and 48 are closed "inthe-present instance by means ofthreadedcaps 51; 51', which screwinto threadedcounterbores at I the endsoflthe cylinders.

Each of the cylinders 47' and-T48 communicates through a port, respectively 52and 53, With'al central steam port or chestb ig'from whichentends a port through which the portf54'may be connected to a source of live steam, the port 55; as shown; in Figs. 2, 3 and 4, 1 gztending in th? present instance 4 through the top ofthecasing 45L I 5, the-portsSQ A further-object o' fthe invention is to pro-' and 53 are at'opposi-te ends ofthe. steam chamber 54, while the port 55 enters;the chamber 54 at the center thereof; In; thje bottom of each of the cylinders LT and 48 and at the centers thereof isa port,--re-v spectively 5.6 and 57, which ports. commm nicate through a common passage 58 with a port 59 in .the side'of-the casing these ports 56 and 57 constituting exhaust ports, will be described hereinafter: From each of the cylinders 47 and 48 and from a; point each close to that-endof the cylinders nto-which open the ports 52 -and 53 is passage 61 and 62 respectively, which'extends into the main cylinder 46, theseepajsr sages entering the saidinain cylinder at 0pposite ends thereof and const-ituting means for the passage offsteam to. and; from the said main cylinder.

As best shown in Fig. 5,- each ofthe-cylim ders 47 and 48 has in itsported'end ahushing 63 which reduces the diametenof the cylinder at thatend and im which operate. th small ends 64: and 65 of the double pistons 6.6 and 67 which respectively occupy. the Said cylinders 4c7 and &8, the: said double'piStonS also comprising large ends68 and 69 in each case oined .,to its companion small end by 5 connecting rod L70. Alsoas best shownin Fig. 5, the. portsfro n which extend the passagcs:61 and. 62. are formed in the" said; bushings 63., the smaller ends 64 and 6550f the pistons 66 and 67 thereby: constituting valves which controlzthesaid passages.

From the large end ofeaclrofthecylin derslst'? and a8 extends a small passage-72 and 73 respectively in valvechambers .74: and '(5' formed"respectively in :the cylinder heads 49 and 50, eachof thevalve-chambers'fl and 75'communicat-ing with the main cylinder 46: Slidab ly mounted in each ofzthe chambers 74E and"? 5 is a-pilotvalve 76; and '.7'1'.respectively,'

each oi which comprises a-hollow stem 78 normally proj ecting' from the-cylinder head which it occupies into th ecylinder 46. The

projecting endsofthe stems 7'8, 78 areopen; I

and eachof the stems is provided with a series of openings 79 and 80' respectively. through which communication is established between theinterior of the' hollow-stems 78, 78 and ill lit)

from the passages Ta and Th. and from the interior ot the hollow stcn'is T9 of the respective valves. \Yhen, however, the valves it) and 77 are forced trom their seats. the eha1nhers 81 and 82 are in communication respectively with the passages Tl and T5. Each of the valves 76 and 7? also comprises an cxtension 83 which is established in a recess 84 in the respective cylinder heads l?) and 50, there being confined between the end of the extension 83 and the bottom oi the re cess 8- a spring 85 which tends to retain the valves on their respective seats. In the pre tcnt instance, the recess 84 is formed in a plug 86 which is threaded into the respective cylinder heads 49 and so. removz l of these plugs permitting withdrawal from the chambers 74 and 75 of the entire valve structure 7677.

Vithin the cylinder 4:6 is a piston 87 which in the present instance is connected with the piston rod 10' which also carries the piston 11 which operates in the cylinder (3, and it will be noted, as illustrated in Fig. 3. that when the piston 87 is at either end of its stroke, it has engaged the inner projecting end of the stems 78. 78. of either one or other of the valves 76 and 77, and has forced the valve from its seat. Also as best shown in Fig. 3, the cylinder head 50 comprises a stuffing box 88 through which the connecting rod 10 passes.

The ope 'ation of the aforedescribed mechanism is as follows: As previously stated, steam is admitted to the casing to through the port 55, the steam first entering the chamher 5 1-. From this chamber the steam at all times has access through the passages 81. and S2 to the valve chambers H and 75, so that; when as illustrated in Fig. 3, the piston has reached one end of its stroke and has thereby removed one or other of the operating valves 76 and 77 from its seat, steam is admitted into one or other of the passages T l and 75, through which it passes to the end of the associated cylinders 4-.7 and 48. In the present instance, the piston 87 has reached the outer end of s stroke and has forced the valve 76 from its sea t whereby steam is admitted through the passages 81 and T2 to the cylinder lt in. back of the large piston 69. the steam tending to force the piston 57 to the right and into the position in which it is shown in Fig. 5. Although the small end of the cylinder 48 is continuously open to the live steam in the chamber 5t through the port the ditl'erence in the area of the piston ends (it) and 65 permits the steam entering the cylinder through the port 72 to move the piston into the posi tion shown in Fig. 5. The first part of this movement of the piston 67 cuts oil the port 62 and breaks communication between the steam chamber 54: and the right hand end of the cylinder 46, as shown in Fig. 5, while the final movement of the piston 67 into the position shown in Fig. 5'') connects the port (32 with the exhaust; port 57, and throws the right hand end of the cylinder to open to the exhaust.

Immediately Following the opening ol this portion ol the cylinder 4-6 to the exhaust, steam in the chamber 54: operates against the small end (rt of the piston 66 which occupies the cylinder 47 and forces it; over to the position shown in Fig. 5, this movement ol the piston 66 by the steam which enters the cylinder 47 through the port 52 being permit,- ted by the tact that the large end of the cylinder l7 has been thrust open to the exhaust through the passage 73 which communicates through the openings 80 in the valve 77 and the hollow stem 78 with the right hand end of the cylinder 4C6 as shown in Fig. 3, this end of the cylinder 4-6 having been, as previously described, connected with the exhaust.

The initial movement oi? the piston 66 to the right and into the position shown in Fig. 5 first closes the port (31 and disconnects this port- 'lrom the exhaust port 56, thereby shutting oil the left end of the cylinder l6, as shown in Fig. 3 from. exhaust, the final movement of the piston 66 throwing open the port 61 to the steam which enters the cylinder if from the chamber 54:, and thereby allowing the live steam to pass into the left end of the cylinder 46 behind the piston 87, this piston accordingly being forced to the right and in the direction of the arrow shown in Fig. 3. The initial movement of the piston 87 permits the closing of the valve 76 by the spring 85, thereby disconnecting the large end of the cylinder l-8 from the steam chamber 5%, but steam is still permit. ted to enter the large end of the cylinder 1:8 through the hollow spindle 78 of the valve 76, the openings 79 in said hollow spindle, and the passage 72, the pressure in the large end of the cylinder 48 thus being maintained and retaining the valve 67 in the position shown in Fig. 5. Until, therefore, the piston ti? approaches theend ol its stroke to the right. the pistons (l6 and (37 remain shown in Fig. As the piston 87 however, reaches the end of its roke. it engages the projecting end of the stem 78 of the valve 77, Forcing the latter from its seat and permitting steam to pass from the chamber 5 L through the passages 82 and TS to the cylinder t? in back of the large end 68 of the piston 66, this having the etl'ect of forcing this piston from the position which it occupics in Fig. 5 to the left. first shutting of? the port 61 from the chamber 54, and finally connecting the port 61 with the exhaust.

Connection of the port 61 with the exhaust has the eliect of permitting the steam operat ing against the small end 65 of the piston 67 to force this piston to the left, connecting till ltll) lll) nemies pistol/1 'l fl 'l 'h 's 'am 0h1ambef5g li driving the piston 871 th l ft thus;cmnplet n f 'ycle'.

projecting end and thereby prevents. any escape of steam from-the chamber 54 to the exhaust within the cylinder 46.

In operation, the unit has been found to.

have an extremely quick valve action, the delay at the ends of the stroke of the piston 87 being reduced to a minimum, and there being maintained as a consequence a substantially constant pressure on the pump.

When the engine is employed for pumping compressed air and particularly at high pressure, I have foundthat there is, with the hereinbefore described machine, a tendency for the piston valves 66 and 67 to re bound at the end of their strokes. Therefore, in. order to prevent such rebounding of the valves 66 and 67 and to provide a smooth Working machine, I employ two additional small ports 90 and 91 connecting the chambers 47 and 48 when the engine is used for pumping air. The ports 90 and 91, as best shown in Figs. 2 4 and 5, are formed in the portion'of the casing over the chamber 54 and communicate at the top of the case ing with tapped holes 92 and 93. The ports 90 and 91 are disposed adjacent to each end of the chambers 47 and 48 so that when the valves 66 and 67 are at each end of their strokes passages will be provided between the two chambers. The holes 92 and 93 have mounted therein screw studs 94 and 95 which constitute valves capable of completely closing the ports 90 and 91, and for open ing them to any desired degree. Lock nuts 96 and 97 are provided on the studs to re tain them in 'any position desired. The ports 90 and 91 supplement the normally active ports in the ends of the valve chambers- 47 and 48 hereinbefore described, and thus afford a much quicker and more accurate movement of thevalves with a general increase in the efliciency of the entire machine. It will, of course, be understood that by means of the studs 94 and 95, the ports 90 and 91 may be opened to any desired extent, or may be completely closed as desired, such adjustment being easily effected while the machine is operating.

It is possible to reduce the speed of the motor mechanism to an exceedingly low point while still maintaining a practically constant pressure on the pump. The mechanism further has many structural advan tages not commonly found in mechanism of this nature, particularly in the facilities for disassembling the parts for repair or for replacement of worn or damaged parts. It will be noted, for example, that by removal. f-1theipiags' 51- at at e s strata cylinders "47 and-48.3, thie pistons and the sleeve 63" may be=fremoved from the-tasmg withdut di'fficultyfand wit-hout therwiwia' terfena with the mechanism; this same provision; for quick dis'assembling being made, as previously described, the case o-t-ithe valves-76 and 77'; -Thesame advant'ages are found; as PI-V-lOllSlY described," in

the pump end of the engine.

It will be understood that the invention is not to be confined to the details illustrated in the drawings. since considerable modification is possible with no departure from the essential features of the invention.

I claim:

1. The combinationwith a main cylinder, of a piston mounted in said cylinder, a port' at each end of the cylinder, a pair of independent valve chambers connected respectively with said ports, passages establishing communication between the opposite ends of the main cylinder and the respective valve chambers, and pilot valves controlling said passages and normally projecting into the cylinder.

2. The combination with a main cylinder, of a piston mounted in said cylinder, a port at each end of the cylinder, a pair of independent valve chambers respectively connected with said ports, a steam chest communicating with each of said valve chambers, a valve in each of said chambers, a chamber at each end of the cylinder and communicating therewith, passages establishing communication between the-respective valve chambers and the chambers at the opposite ends of the cylinder, a passage extending from each of the latter chambers to the steam chest, and pilot valves in said chambers normally projecting into the main cylinder and controlling the connection between the aforesaid passages and between the passages and the cylinder.

3. The combination with a main cylinder, of a piston in said cylinder, a port at each end of the cylinder, an independent valve chamber communicating with each of said ports, a steam chest communicating with both of said valve chambers, a piston valve in each of said chambers comprising each a pair of connecting pistons of different diameters, exhaust ports in each of said valve chambers, passages establishingcommunication between the main cylinder and each of said valve chambers, and pilot valves actuated by the piston and controlling said passages. v i

4. The combination with a main cylinder, of a piston mounted in said cylinder, a port at each end of the cylinder, a pair of independent valve chambers connected respec tively with said ports, passages establishing communication between the opposite ends of the main cylinder and the respective valve but chambers, pilot valves controlling said pas sages and operatively associated with the pistons, and a pair of ports connecting the corresponding ends of the valve chambers.

5. The combination with a main cylinder, of a piston mounted in said cylinder, a port at each end of the cylinder, a pair of inde pendent valve chambers connected respectively with said ports, passages establishing communication between the opposite ends 10 responding ends of the valve chambers, and

adjustable valve means controlling said latter ports.

GEORGE GEDDIS. 

